I have just learned that the Rail Passengers Association lost two members in yesterday’s derailment: Jim Hamre, an elected member of our Board of Directors, and Zack Wilhoite, an RPA member. There are no adequate words.His post also notes a number of complaints serious ferroequinologists raise about press coverage of things that run on rails.
There is the unbelievable irony of this event occurring to the very first train on the very first day that this new stretch of track was open. That alone is reason enough for suspecting foul play.The early evidence is of a train going too fast into a speed restriction of thirty mph for the curve over the bridge, and there is a speed restriction of 42 mph for Talgo trains where this route ... not a new railroad by any means, rather a former Northern Pacific track that has been in place since at least the 1920s, joins the seaside route that Amtrak, and most of the heavy coastal freight traffic, has been using. Amtrak's passenger trains will be joining the Tacoma area Sound Transport commuter trains on this line, which might have been reprofiled for faster running.
The cause of the event will be found and if it proves to be a true accident–human error, if you will– rightly or wrongly, blame will be assigned and some poor bastard’s life will be ruined.
In reporting on the accident—and, yes, I acknowledge that the media is under pressure to get the information out there as quickly as possible—there is nevertheless an obligation to get the facts right. For minutes and then hours, media reports kept referring to this as a “high-speed” train and to the line itself as “high-speed”. Dammit! Wrong and wrong again.
As I understand it, the crash occurred just as the train was entering a brand new stretch of track, the purpose of which being to permit Amtrak trains to run at somewhat higher speeds than conditions on the previous route would permit. You can bet that investigators will be going over the first 100 yards or so of that track with the proverbial fine tooth comb. Don’t expect a definitive report to be coming out soon. But when it does—just one guy’s gut opinion—I suspect there will be evidence of foul play. Damn!
Point Defiance bypass project map retrieved from Washington State Department of Transportation.
Note: not a new line, definitely not a German Neubaustrecke (there will be occasion to celebrate one of those in a day or so) and certainly not a high-speed line by German standards, by Acela standards, or by the standard set by The Milwaukee Road in Wisconsin, eighty years ago.
Let me quote from a booklet of safety instructions issued by the Elgin Joliet and Eastern Railway in August, 1953. "All the safety appliances that could be installed would be of no value, unless you have safe men to operate them." So what is keeping the engineer from doing what he is supposed to be doing? "'How is it that a train was going 80 miles an hour,' Savannah Guthrie asks, 'around a curve where the speed limit was 30?'"
Yes, it is likely that people will make much of the absence of Positive Train Control on this line, or even of the control equipment on the new diesel that will probably be written off.
Unattributed AP photograph retrieved from Daily Mail.
Why, though, would a train operator not be aware that the end of the fast running and the upcoming junction with the original route was nearby. As I asked in the aftermath of the derailment account excessive speed of a Spanish Talgo train, "passengers are trusting the engineer to have sufficient route knowledge that he's made the proper brake application in advance of an approaching junction." We ought be grateful that the Talgo cars in use in North America protect passengers more effectively.
Also, apparently, a local official viewed with alarm the introduction of 79 mph passenger trains through his community, and those fears were also raised by officers at a nearby military installation.
What sort of a world do we live in, when a 79 mph train raises safety fears at a military base?
Afternoon Hiawatha at Camp McCoy, Wisconsin, summer 1964.
Kent Kobersteen photograph scanned from Scribbins, The Hiawatha Story, page 120.
Despite the derailment, the provision of additional routes for diesel trains good for 110-125 mph (as the above picture illustrates, this was routine a half century ago) remains a productive use of infrastructure money, private and public.





